BTP Steam Autocar
North east England during the steam era. In 1905 the North Eastern Railway decided to use some surplus Fletcher BTP 0-4-4T locos built during the 1870s to power steam autocars. The objective was to save costs by eliminating the need to run around at terminal stations, which also permitted quicker turnarounds. The downside was a reduction in flexibility, particularly with strengthening, though some did run with a strengthening 6-wheeler. This meant that at the terminal destination a pilot loco had to remove the strengthener and switch ends so the driver could see on the return journey. If no station pilot was available then the steam autocar would have to run round the strengthener! the typical arrangement was the BTP situated in the middle of two driving van composites, though some services ran with a single Driving van composite.
The company converted several bogie Third Carriages to Driving van Composites, designating them Diagram 116. Utilising 52ft carriages for the conversion meant that Third Class passengers did get a little extra legroom compared to that in the typical 49ft ordinary N.E.R. carriage. Compartments were 6ft 4 and a half inches long rather than the typical 5ft 11 and a half inches found in a 49ft carriage. First Class passengers were short-changed though. A 49ft carriage normally had a First Class compartment of 7ft 1 and a half inches in size. the single First Class compartment in the Diagram 116 was the same as the Third Class at 6ft 4 and a half inches, though it did have better upholstery than the Third Class, to give the illusion of premium travel.
Below, in 1913. the 7:45 a.m. steam autocar from Sunderland to Durham approaches Leamside station. The express passenger lamps are correct, as the service ran non-stop between Sunderland and Durham, taking 28 minutes. Another steam autocar would follow, calling at Leamside at 8:38 a.m. but that was the 7:53 a.m. Newcastle to Durham via Leamside, calling at all stations and reaching Durham at 8:47 a.m.
Passing through Leamside station.
Taking the line for Durham at Auckland junction.
The N.E.R. used the steam autocars on more than just "sleepy country branch line passenger services". Carriage rosters for them could be intense and range across relatively long distances. The shuttle service between West Hartlepool and Hartlepool stations was an example of an intensive service. Another roster that started and finished in Sunderland roamed as far as Barnard Castle during the day. There were still a number of steam autocar services operating at the grouping, though the L.N.E.R. would dispense with them by 1928 as Clayton and Sentinel Steam Railcars were introduced. The branch service between Middlesbrough and Guisborough was the last service they were used on. with several BTP locomotives ending their days there.